Variable water-air regulator



8 Sheets-Sheet 1 s. 9. Fox

VARIABLE WATER-AIR REGULATOR June 15, 1954 Filed June 21 1949 mx QM N @E June 15, 1954 s 5 FOX 2,681,048

VARIABLE WATER-AIR REGULATOR Filed June 2l, 1949 8 Sheets-Sheet 2 INVENToR.

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I VARIABLEr WATER-AIR REGULATOR Filed June 2l, 1949 8 Sheets-Sheetl 5 ma REQZLHTQR TAN/f OIL WA TER .Sl/PPL l Iza/vena? Sam ueZ S. 4ox

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VARIABLE WATER-AIR REGULATOR Filed. June 2l, 1949 l 8 Sheets-Sheet 4 IN V EN TOR.

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VARIABLE WATER-AIR REGULATOR Filed June 2l, 1949 .mean/nvm? P/Pfss TAN/f l8 Sheets-Sheet Filed June 21, 1949 June 15, 1954 s FOX I 2,681,048

VARIABLE WATER-AIR REGULATOR Filed June 21, 1949 8 Sheets-Sheet '7 HIMMIIIIHH QQ THA/K June 15, 1954 s. s. Fox

VARIABLE WATER-AIR REGULATOR 8 Sheets-Sheet 8 Filed June 2l, 1949 Patented June 175, 1954 VARIABLE WATER-AIR REGULATOR Samuel S. Fox, West Hartford, Conn., assignor to United Aircraft Corporation, East Hartford, Conn., a corporation of Delaware Application June 21, 1949, Serial No. 100,355

(Cl. 12S-25) 24 claims. l

This invention relates to fluid injection systems for internal combustion engines, particularly aircraft engines, and has for its object to provide a novel and improved system of this type. This application is a continuation-in-part of my abandoned application Serial No. 673,431, led May 3l, 1945.

Another object of the invention is to provide a novel and efcient liquid metering injection regulator for an engine operating system of the above type.

Various other objects and advantages will be apparent as the nature of the invention is more fully disclosed.

An object and further feature of the invention resides in the provision of means for recirculating with or without heating antidetonant such as water, water or alcohol or the like, through various parts of the system back to the supply tank of the system.

A further object of the present invention is to provide improved control of water-air ratio, in a variable water-air regulator.

A further object of the present invention resides in the provision of means to provide an instantaneous rather than a gradual fuel derichment in accordance with the metering pressure differential drop across the anti-detonant supply metering orice.

A further object of the present invention resides in the provision of means for gradually admitting anti-detonant to the system instead of admitting it with a sudden surge as heretofore.

According to the present invention anti-detonant supply to the engine is automatically initiated or suppressed dependent on engine operating conditions (air iiow to the engine or engine power) and to provide a lockout mechanism which may be manually controlled for locking the automatic valve in the closed position.

A further feature of the present invention resides in the provision of a manual means which is effective at all times to turn oli anti-detonant now to the engine irrespective of the automatic control.

Although the novel features which are charu acteristic of this invention are set forth more in detail in the claims appended hereto, the nature and scope of the invention may be better understood by referring to the following description, taken in connection with the accompanying drawings forming a part thereof, in which certain specic embodiments have been set forth for purposes o f illustration.

In the drawings:

Fig. l is a diagrammatic lay-out of a water injection system for an internal combustion engine, embodying the present invention;

Fig. lc is a diagrammatic view showing a modincaton for adapting the system of Fig. l to the use of oil;

Fig. 1b is a curve representing the water-air ratios that may be obtained at diiierent intake airflows with any one of the three forms of regulator illustrated in the drawing;

Fig. 2 is a cross-sectional view of a water flow control regulator which is particularly adapted for use with the system of Fig. l;

1Fig. 3 is a diagrammatic view of a modified water injection system;

Fig. 4 is a cross-sectional view of a modified water flow control regulator employed in the system of Fig. 3;

Fig. 5 is a diagram illustrating another system embodying the invention;

Fig. 6 is a sectional View of the variable waterair regulator employed in the system of Fig. 5;

Fig. 7 is a diagram illustrating still another system Yembodying the invention; and

Fig. 8 is a sectional view of the variable waterair regulator employed in the system of Fig. '7.

In the following description certain specific terms are used for convenience in referring to the various details of the invention. These terms, however, are to be interpreted as broadly as the state of the art will permit.

The water injection system shown in Fig. l comprises a water tank I0 with a feed line to a pressure pump I2 which may have a relief valve I3 connected in parallel thereto.

The water is pumped through a heat exchanger III Where it may be heated to prevent freezing by hot oil coming from the engine or going to the engine, the oil being supplied from the tank I t.

The water yfrom heat exchanger It passes through line it into the variable Water regulator i'I, the construction of which is shown in detail in Fig. 2 and will be described later. In Fig. l the regulator I'I is shown as having three outlet lines numbered I3, I9 and 2t, respectively. Of these, line I8 is the return conduit leading to Water tank III for the purpose of bypassing back to the tank I0 all water not injected into the engine. Line I9 is connected to the derichment valve 23 on the carburetor 24. From derichment valve 23 liquid is conveyed by conduit 25 to a supercharger or turbo regulator reset mechanism 21. Line 20 is connected to the engine discharge nozzle r23 for injecting metered water into the engine at a common point with line 6B which conveys metered fuel from carburetor 24 to discharge nozzle 28.

The derichment valve 23 and the supercharger regulator reset mechanism 2l may be of any suitable type and may be actuated either electrically, hydraulically or pneumatically. The derichment valve shown herein for purposes of illustration is a known device which may be similar to that shown in my Patent No. 2,521,002, while the manifold pressure regulator resetl mechanism is a known device which may be basically the same in principle as that shown in Fig. 5 of Patent No. 2,553,145. In the instant case the valve 23 and the reset mechanism 2l are assumed to be actuated hydraulically with water.

rfhe construction of the variable water-air regulator il is shown in detail in Fig. 2. By referring to Fig. 2 it will be seen that water from the heat exchanger passes through line i6 into the regulator Il, entering through passage 30, passing through chamber 3i, and through pressure controlling valve 32 to by-pass chamber 33 which is connected by line i8 to the water tank l@ (Fig. l). Valve 32 acts as a by-pass or relief valve to maintain the pressure in chamber 3| equal to the pressure in fuel chamber 34, which pressure is equal to the unmetered fuel pressure in the carburetor 24 to which the chamber 34 is connected by conduit 35. Diaphragm 3l, which may be of the rubber-cloth type, provides a nexible seal between the fuel chamber 34 and the water by-pass or discharge chamber 33. Chamber 3i is separated from chamber 38 by a diaphragm Se which may be of the rubber-cloth type or a metal oil can spring, the chamber 33 being connected to the line or conduit 2D leading to the engine discharge nozzle.

A combination check valve, variable metering orifice, and maximum iiow xed orice 4c is mounted on diaphragm 39 and is actuated by said diaphragm. The pressure in chamber 33 is maintained at all times equal to the engine fuel discharge nozzle pressure by means of the direct connection 2i) to the discharge nozzle. The pressure differential between chambers 3| and 38 is therefore equal to the carburetor fuel metering dil'erential. rfhe tension of spring 42 holds the check valve 4 on its seat 43 until the differential between chambers 3| and 38 reaches a predetermined value, at which time the force exerted on the valve assembly 4i) by diaphragm 3S will cause the valve to lift off the seat 43 thereby admitting water to chamber 44 at a pressure equal to chamber 3|.

When valve 4i) is sealed on Aits seat 43 the-pressure in chamber 44 isrequal to the pressure in chamber 38. The resultant pressureincrease in chamber 44 when the valve v4&3 opens increases the effective area of the diaphragm 39, thereby increasing the resultant force acting against spring 42 and causing the valve 40 to-open an additional predetermined amount. Water will then flow through the variable metering orice formed by the tapered section of valve4|l from chamber 44 to chamber 49 and thence through the fixed metering orice in valve 43 tochamber 33 and into line 20 to the engine discharge nozzle. The pressure increase in chamber 44 is transmitted to chamber 45 which is sealed from chamber 45 by diaphragm 4l. The pressure in chamber 46 at all times remains equal to the pressure in chamber 38. Hence, a pressure differential will be built up between chambers 45 and 43, causing the diaphragm V4l to move against the stem of valve 48 thereby opening valve 43 against the tension of spring t and admitting hydraulic pressure by way of pipe 52 into chamber 53 which is connected by line I9 to the derichment valve 23 and power control reset mechanism 2l of Fig. l. When valve 43 is closed, the pressure in chamber 53 is vented to the hydraulic tank or drain pressure through pipe 54; and when valve 4S is open, the pressure in chamber 53, because of the restriction 55 in the passage to pipe 54, increases to main hydraulic feed pressure. This pressure change is the actuating pressure change in the derichment vaive 2S and the power control reset mechanism 27 of Fig. l.

In Fig. 2, when the determined differential is reached between the water inlet pressure (i. e., in chamber 3l) which is maintained at all times equal to unmetered fuel pressure, and metered water pressure (i. e., in chamber 33) which is maintained at all times equal to metered fuel pressure, water injection will occur automatically. Water injection is thus initiated automatically at a predetermined fuel metering differential and because of the fixed relation of fuel metering differential to airflow through the carburetor, also at a predetermined airflow to the engine. Conversely, the water is also turned olf automatically. No manual operation is required for actuation of water injection to the on or off condition.

The apparatus of Fig. 2 has been generally described as being actuated hydraulically. The connections shown in Fig. 1 illustrate hydraulic actuation by water. The system shown in Fig. 1 may be modified, as illustrated in Fig. la, to include an oil pump 53 to provide hydraulic actuation by oil. A similar mechanism can also be operated pneumatically.

Fig. 3 illustrates a modified form of waterinjection system which employs the modified variable water-air regulator 5l of ig. 4. For the sake of clarity the parts in Figs. 3 and 4 which correspond with similar parts in Figs. 1 and 2 are designated by similar reference numerals.

In Fig. 3 the regulator 5l is shown as having ve inlet and outiet lines, It, l, i3, 2S and 35, corresponding with the similar lines in Fig. 1. In Fig. 3, furthermore, liquid is conveyed by line 23| containing restrictions 232 to the return conduit i8 leading to the water tank it to provide circulation of heated water through line i9, derichment valve 23, line 25, and supercharger or turbo regulator reset mechanism 2l when waterY injection is in use.

In Fig. 4, two additional diaphragms 6l and 32 cooperate with the diaphragm 3l to actuate the water inlet pressurecontrolling valve 32 so that the water inlet pressure and consequent water metering differential will be greater at all times than the fuel metering differential by a constant ratio. Metered water pressure from chamber 94 (which at all times is equal to metered fuel pressure because of the interconnection of lines 2Q and t) is admitted by passages 93 and 93A to the chambers between diaphragms 3'! and 62 and above diaphragm 6|. Unmetered fuel pressure is admitted through line 35 tothe chamber between diaphragms 62 and 6|. For a more complete explanation of the mode of operation of valve 32 by diaphragms 3l, 3| and 62, reference is made to Fox and Palmer Patent No. 2,399,480, issued April 30, 1946.

In Fig. 4, furthermore, the fixed and variable metering orifices 53 and 34 are separated from the check valve and diaphragm 39. Afthree-vvay 5. solenoid valve 65 actuated by solenoid 66 is provided to change the pressure on the side of check valve diaphragm 39 opposite from the valve seat 43 from water inlet pressure to metered water pressure, and vice versa, thereby providing an alternate electrical control to lock out the check valve. The solenoid is actuated by a manual switch 61 in Fig. 3. It will thus be seen that the system of Figs. 3 and 4 provides a manual (switch 61) lock out control superimposed on the automatic water admission (check valve) control. The switch 61 is closed to lift the solenoid valve to its upper seat, against the force of the spring, to unlock the automatic feed of water to the engine by placing chamber 38 in communication with chamber 9d. The opening of said switch at any time stops the ow of water to the engine by permitting the spring to move the valve against its lower seat, thereby placing chamber 38 in communication with chamber 3|. If the switch 61 is left closed and the airplane descends to a point where water injection is no longer needed, the automatic shutoff previously described will take place. The pilot can always override the automatic control to shut the water off, but not to turn the water on. The pilot can unlock the regulator manually by closing switch 6B and obtaining automatic operation.

Figs. and 6 illustrate a modification of the invention, including a variable water-air regulator incorporating a hydraulic reset for the carburetor derichment valve and using blower throat suction to keep the pressure regulating valve closed when the water regulator is not operating.

In Figs. 5 and 6, water from the pump |2 enters the regulator 10 under pressure through the strainer 1| into chamber 12. Air, water vapor and some water are returned to the supply tank through bleed 13 and vent passage 14 connected to line |8. Blower throat suction is transmitted through internal passages 15A, 15 to chamber 16. The pressure regulating valve 11 attempts to maintain pressure in chamber 83 equal to pressure in chamber 16 and consequently the valve 11 remains closed or nearly closed. When the solenoid 18 is energized by manual switch 18A, passage 15 is closed and passage 80 is opened by Valve 19 and unmetered fuel pressure is transmitted through internal passages and 89 to chamber 16. valve 11 to make pressure in chamber 83 equal to unmetered fuel pressure in chamber 16. Any air or water vapor, and some water, are returned from chamber 83 through bleed 84 and passage 14 to line i8 (Fig. 5) and thence to the supply tank l0. The pressures in chambers 86, 81 and 88 are at all times all equal to the metered fuel pressure since they are al1 interconnected by passages 89, 90 and 9|, and vented through passage 93 to chamber 94 which leads directly through line 29 (Fig. 5) to the fuel discharge nozzle 28. The pressure in chamber 83 which is equal to unmetered fuel pressure and the pressure in chamber 85 which is equal to metered fuel pressure create a pressure differential across diaphragm 91 equal to the carburetor fuel metering differential. This pressure diiferential between chambers 83 and 86 produces a force which at a predetermined value overcomes the force of the spring 98 which is holding the check valve 99 closed. The check valve 99 opens and allows water to flow into chamber |00. The metering orifice |02 restricts the flow from chamber |00 to chamber 94 causing the pressure in chamber |00 to increase to a pressure equal to that in chamber 83. As the The diaphragm 82 then positions pressure in chamber |00 increases to be equal to the pressure in chamber 03, the effective area of diaphragm 91 increases, opening check valve 99 further thus producing a snap action of valve 99. Since the water metering di'erential, which is at all times equal to the carburetor fuel metering differential, is imposed across the metering orifice |02 the water will ow through the orifice in predetermined proportions to fuel iiow and thus also to mass airilow from chamber |00 to chamber 94 and then to the engine discharge nozzle 28 through line 20 (Fig. 5).

The pressure in chamber |04 is equal to the pressure in chamber |00 as these chambers are connected by passage |05. Hence the water metering differential is also imposed across diaphragm |05, which opens valve |01 when the predetermined force of spring |08 is overcome. When valve |01 opens, it allows water inlet pressure from chamber 12 and passage |09 to pass through passage ||0 and conduit |9 (Fig. 5) to the derichment Valve 23 on the carburetor 24 and to the reset mechanism 21 on the manifold pressure regulator, if one is used. This reduces the F/A ratio delivered to the engine to a best power value and resets the manifold pressure to a predetermined value. As the water metering head differential increases, the increasing pressure differential between chambers |00 and 81, acting on diaphragm ||2, opens the enrichment valve ||3 against the force of spring Illl. Water is then also metered by the enrichment valve ||3 to chamber 94 and to the discharge nozzle 28 of the engine. Orifice l I5 starts to meter the water when the flow through the enrichment valve |3 is sufficient for the orice I5 to restrict the iiow. The contour of the valve I3 and the rate of the spring ||4 determined the rate of change of flow with changes in water metering differential between chambers liJll and 94 which also equals the pressure differential between chambers |00 and 81 and which is at all times equal to the carburetor fuel metering diierential. When the unmetered fuel pressure in chamber 16 decreases, the unmetered water pressure in chamber 83 decreases, causing the pressure differential across diaphragm 91 to decrease. At a predetermined value of this pressure diiferential, check valve 99 closes, shutting off the iiow of water through the check valve 99 and hence through the metering orifice |92 and the enrichment valve H3. The ilow of water can also be stopped by de-energizing solenoid 18 allowing valve 19 to close the unmetered fuel passage to chamber 16 and opening the blower throat suction passage 15 to chamber 16. This creates a pressure differential across diaphragm 82 in the direction to close pressure regulating valve 11, decreasing the pressure in chamber 83 causing check valve 99 to close shutting off flow of water as described above. The decrease in pressure in chamber 00 caused by the closing of check valve 98 allows enrichment valve l I3 to close. As the pressure in chamber |00 becomes equal to the pressure in chamber 94 the pressure in chamber |04 becomes equal to the pressure in chamber 88. Hence spring |08 closes valve |01 and the water is allowed to bleed out of passage I0 through bleed |6 relieving the 'pressure on the derichment valve 23 on carburetor 24 and on the reset mechanism 21 on the manifold pressure regulator, returning them both to normal.

Through the action of the three-way solenoid valve 19, the water flow may be started or stopped manually by energizing or cle-energizing the solenoi'd i8 at a point at which the fuel and hence the water metering dilerential is sufficient to open the check valve 98. If the solenoid 'i8 is energized-at a point below which the check valve 99 opens, water will not start to orf until the metering diierential reaches the predetermined value and opens the check valve 99. 'Likewise the water flow will stop when fuel and hence the water metering dierential drops below the predetermined Value mentioned above and closes the check valve 99, provided that the solenoid I3 has not been de-energized If the solenoid i8 is deenergized above the point at which check valve 99 opens, water will cease to `flow.

Figs. 7 and 8 illustrate a modiiication of the invention including a variable water-air regulator incorporating an electric device for operating the carburetor derichment valve and supercharger'regulator reset.

In Figs. 7 and 8, water from the pump passes through the heat exchanger it and enters the regulator i I9 at chamber |2. All water not owing to the engine through the pressure regulating valve |22 and check valve i2@ returns through the pressure controlling valve I2tl into the water return duct I8 to the supply tank. The pressure in chamber |29 is maintained at a value equal to the force of the spring |28 divided by the area of valve |26 plus the pressure in chamber |36. The pressure in chamber |36 is at all times equal to the pressurein chamber 83, inasmuch as the two chambers are connected by passage 32. In the water ofi position of the solenoid itil, when the solenoid is not energized, the pressure in chamber 83 is equal to the pressure in chamber 9e, because the pressures in chambers 35, i3?.- and it are equal to the pressure in chamber et, or the discharge nozzle pressure. The chambers i3d and |40 are connected to chamber te by the passage 93 and the pressure in chamber |53 is made equal to the pressure in chambers it and 'ist by the solenoid valve m2 closinf off passage 35 which is connected to the unmetered fuel pressure from the carburetor and opening passage Iifi to chamber |38.

When the solenoid Ifl is energized cy manual switch ISIiA, Fig. 7, passage -ifi is closed oi from chamber |49 and passage 35 is opened by valve |42 and unmeterecl fuel pressure is transmitted to chamber |38. The fuel metering pressure differential is then imposed across diaphragm IM which creates a force on the stem of the pressure regulating valve 22 tending to open the valve. As valve |22 opens, the pressure in chamber 33 is increased, which in turn increases the pressure in chamber |33 tending to close the pressure controlling valve |26 which action increases the pressure in chamber l2@ until the pressure controlling and pressure regulating Valve system reaches a stabilized condition. This stabilized condition occurs when the pressure in chamber 83 issuiiin ciently greater than the discharge pressure in chamber MQ to produce a force on the stem oi valve |22 which is equal and opposite to the force produced by the carbur tor fuel pressure differential between chambers |38 and 36. The areas of diaphragm itt and 55 are equal to the area of vvalve E22 and are the area da-- phragm |45 to the extent that the pressure differential existing between chambers 23 and it@ will be greater than the pressure differential existing between chambers i and |35 by a ccnstant predetermined ratio. The pressure. built up linithis manner in chamber @3 will create a pres- -sure 'differential across diaphragm |52 since lthe pressure in chamber 298 on 'the opposite side of diaphragm `|52 ismaintained at all times equal to the'engine discharge nozzle pressure in chamber 9d by connecting passage 92. This pressure differential between chambers 83 and 298, separated by diaphragm |52, produces a force which will overpower the force of the spring |54, tending to hold the check valve |2d in the closed position, thereby opening the check valve I and permitting water `to now into chamber Ieri.

As the pressure vin chamber iii increases to be equal to the pressure in chamber E3, the effective area of diaphragm 52 increases, opening check valve i further, thus producing a snap ction of'valve |251. The force exerted by spring Itri upon check valvei'can be varied by adjusting screw 55. The combination fixed and variable metering oriiice |59 comprising a valve te :lith an opening 63 presents a restriction to the ilcw of water from chamber It@ to chamber eil, thereby causing the pressure in chamber IEES to increase to a pressure equal to that in chamber when check; alf/e im is opened. Hence, the water metering dierential which is at all times a constant ratio of the fuel metering diierential is imposed across the metering orice 5E and water will flow through the orifice in predetermined proportions from chamber I to chamber ii and thence to the engine discharge nozzle.

The pressure increase in chamber il, from a pressure equal to that maintained in chamber by the engine discharge nozzle to a pressure equa-l to the unmetercd water pressure established in chamber is transmitted through passage |58 to chamber I. Chamber |63 is separated from chamber itil by a diaphragm li. The pressure in chamber |32 is maintained equal at all times to the pressure in chamber 91! since it is connected thereto by passage |66. Hence, the water metering differential will be imposed across diaphragm 55d Vwhich will move the diaphragm against the electrical switch actuating pin |58, thereby clcsi g the contacts in the electrical switch HB. This closing of the electrical switch contacts will permit electrical current to activate solenoicls |2 and i713 thereby operating, respectively, the derichment valve on the carburetor and the supercharger or turbo regulator reset mechanism. This leans out the F/A ratio delivered by the carburetor to the engine and resets the manifold pressure from a normal power value to an emergency power value. A manual switch Elim is provided .to open the circuit whenever necessary.

When the solenoid i3d is oie-energized and solenoid valve IQ'Z moves to close o" passage the reverse sequency of .pressure changes within the various chambers will occur causing the pressure in chamber 33 Ato decrease until it is again equal to the pressure in chamber lfll which will close the check valve ill shutting off the flow of water through metering orifice I and Acausing the pressure in chamber lili! to decrease to a value equal to that in chamber 913. This decrease in pressure in chamber iili will consequently equalize the pressure in charm bers |56 and i132 permitting the contact points in the electrical switch Il@ to open. The opening of the contacts in the .electrical switch il@ will thereforeopen vthe electrical connection to thederichment valve supercharger or turbo regulator reset mechanism solenoids returning ythe fuelmixture strength and:themanifoldzpressure to normal power` values.

The same variable water-air regulator system shown in Fig, 8 could be operated without the solenoid valve I e2 by blanking oiT passage IM which would then produce a regulator automatically providing a flow of water to the engine when the carburetor metering differential reached a predetermined value. Hydraulic operation of the derichment Valve and the supercharger regulator could be obtained by removal of the electrical switch HB and the diaphragm H34, and by plugging passage |66. In this case, passage E58 would be connected directly by pressure transfer lines to the derichrnent valve and supercharger regulator reset mechanism.

As a variation, chambers 136 and 38 in Fig. 8 could be subjected to the compensated air pressure metering differential as obtained from the carburetor air Venturi system instead of being subjected to the fuel head metering differential as described above.

Referring to Fig. 1b, which is illustrative of a preferred metering schedule, the W/A ratio increases rapidly along section A of the curve during the initial opening of the check valve (43 in Fig. 2 and Fig. 4, 99 in Fig. 6 and i241 in Fig. 8). Because of the snap-action operation of the check valve, as previously described, the slope of section A of the curve is relatively steep. The W/A ratio then remains relatively constant as shown in section B of the curve at a value determined by the area of the vfixed metering orifices (63 in Fig. 4 and Fig. 8, E62 in Fig. 6, and the annular area between the cylindrical exterior wall of valve i0 and the cylindrical interior wall of chamber a9 in Fig. 2); Then at a predetermined water metering differential the W/A ratio begins to increase as shown in section C of the curve (this action is effected in Fig. 4 and Fig. 8 by variable orice 64, in Fig. 6 by variable orifice H3, and in Fig. 2 by further opening of valve dil so that the tapered metering portion of the valve is gradually moved past the edge of the cylindrical wall of chamber E:19). At maximum airflow the W/A ratio again becomes relatively constant as shown in section D of the curve at a value determined by the limiting orice (H in Fig. 6, the maximum opening of orifice Sd in Fig. 4 and Fig. 8, and the orifice in valve lll in Fig. 2).

Although certain specic embodiments have been shown and described herein for purposes of illustration, it will be evident to those skilled in the art that the invention is capable of various modiiications and adaptations within the scope of the appended claims.

I claim:

1. A liquid injection system for supplying metered liquid to an internal combustion engine, comprising a source of liquid, a liquid flow control regulator connected to said source having a metering valve controlling the ilow of liquid to said engine, a diaphragm-actuated valve in said regulator controlling the ow of liquid to said metering valve, a pressure control valve located between said diaphragm-actuated valve and said source of liquid maintaining the water pressure acting on said diaphragm-actuated valve at a value dependent on a reference pressure, and means for returning unmetered liquid from said regulator to said source.

2. A liquid injection system for supplying metered liquid to the discharge nozzle of an internal combustion engine, comprising a liquid supply tank, a pressure pump connected thereto, a liquid ow control regulator connected to said pump having a metering valve controlling the flow of liquid to said discharge nozzle, a diaphragm-actuated valve in said regulator controlling the flow of liquid to said metering valve, a pressure control valve located between said diaphragm-actuated valve and said source of liquid maintaining the water pressure acting on said diaphragm-actuated valve at a value dependent on a reference pressure, and means for returning unmetered liquid from said regulator to said supply tank.

3. A liquid injection system `for supplying metered liquid to the discharge nozzle of an internal combustion engine, comprising a liquid supply tank, a pressure pump connected thereto, a liquid ilow control regulator having a metering valve controlling the now of liquid to said discharge nozzle, a diaphragm-actuated valve in said regulator controlling the flow of liquid to said metering valve, means in said regulator controlled by the operation of said engine for operating said diaphragm-actuated valve to discharge measured amounts of liquid through said metering valve, a derichment valve and a regulator reset mechanism associated with said engine, means responsive to the pressure differential actuating said diaphragm-actuated valve for operating said derichment valve and said regulator reset mechanism, and means for circulating liquid from said regulator through said derichment valve and said regulator reset mechanism.

4. A liquid injection system for supplying metered liquid to the discharge nozzle of an internal combustion engine, comprising a liquid supply tank, a pressure pump connected thereto, a liquid flow control regulator having a metering valve controlling the flow of liquid to said discharge nozzle, a diaphragm-actuated valve in said regulator controlling the flow of liquid to said metering valve, means in said regulator controlled by the operation of said engine for operating said diaphragm-actuated valve to discharge measured amounts of liquid through said metering valve, a derichment valve and a regulator reset mechanism associated with said engine, means responsive to the pressure differential actuating said diaphragm-actuated valve for operating said derichment valve and said regulator reset mechanism, means for circulating liquid from said regulator through said derichment valve and said regulator reset mechanism, and means for by-passing unmetered liquid from said regulator to said supply tank.

5. A'variable liquid flow control regulator for injecting liquid into the discharge nozzle of an internal combustion engine, comprising a liquid inlet chamber, an outlet chamber for connection to said discharge nozzle, a liquid return chamber for discharging unmetered liquid from said regulator, a pressure controlling valve between said inlet chamber and said return charnber, a pressure chamber in said regulator con-- trolled by the operation of said engine, means separating said return chamber and said pressure chamber and actuating said pressure control valve for controlling the flow of unmetered liquid to said return chamber, and a check valve between said inlet and outlet chambers and controlling the flow of liquid therebetween.

6. A variable liquid flow control regulator for injecting liquid into the discharge nozzle of an 4internal combustion engine, comprising a liquid inlet chamber, an outlet chamber for connection to said discharge nozzle, a liquid return chamber llE for discharging unmetered` liquid from said regulator', a pressure controlling valvebetween said inlet chamber and said return chamber, a fuel chamber for connection to theV fuel pressure system of engine, means separating said return chamber and said fuel chamber and actuating said pressure control Valve for controlling the flow of unmetered liquid to said return chamber, a check valve between said inlet'and outlet chambers and controlling the now of liquid therebetween, and means controlling the pressureY differential in said inlet and outlet chambers for actuating said valve.

7. A Variable liquid flow control regulator for injecting'liquid into thek discharge'nozzle offan internal combustion engine, comprising a liquid inlet chamber, an outlet chamber for connection to said discharge nozzle, a flexible diaphragm separating said inlet and outlet chambers, a liquid return chamber for discharging unmetere'd liquid from sai-:i regulator, a pressure controlling valve between saidY inlet chamber and said return chamber, a pressure chamber in said regulator controlled by the operation of said engine, a flexible diaphragm separating said return cham ber and said pressure chamber and actuatingsaid pressure control valve for controlling the ilowof unmetered liquid to said return chamber, and .a check valve carriedY by said Erst-mentionedA flexible diaphragm betweenA said inlet and outlet chambers and controlling the flowof liquid from said inlet chamber to said outlet chamber.

8l A Variable water flow Acontrol regulator for injecting Water into the discharge nozzle of an internal combustion engine, comprising a water inlet chamber, an outlet chamber for connection to saiddischarge nozzle, a iiexible diaphragm separating said inlet and outlet chambers, a Water return chamber for discharging unmetered. water from said regulator, a pressure controllingrvalve between said inlet chamber and said return chamber, a fuel chamber for connection tothe fuel pressure systemv ofl said,` engine, a flexible diaphragm separating said return chamber land said'ffuel chamber and actuating said pressure control Valve for controllingr the iiowv ofl unmetered water to said-return chamber, and: a check Valve carried by said first-mentioned `flexible diaphragm between said inlet and outlet chambers and controlling the'flowof water from said inlet chamber to said outlet chamber;

9. A'variable Water owl control 'regulator' for injecting water' intothe` discharge nozzle of an internal combustion engine, comprising a water inlet Chamber, an outlet chamber-fior connection to said discharge nozzle, a nexible diaphragm separating' said inlet and outlet chambers, a water return chamber for discharging unmetered Water from said regulator, a'pressure controlling valve between said inlet 'chamber' and said return chamber, a fuel chamber for connection tothe fuel pressure system of-'said engine, a flexible diaphragm separating said returnchamber and said fuel chamber andfa'ctuating said pressure control Valve for controlling the ilow of unrmetered water to said lreturn chamber, a check valve carried by said-'rst-mentionednexible diaphragm between said inlet and outletchambers and controlling the now of Water from said inlet chamber to saidv outlet chamber, and meanscontrolling the pressure differential in said inlet-and outlet chambers for actuatingA said diaphragme..

A variable water'vflow control Yregulator for injecting water into the discharge: nozzle of an internal combustion engine, comprisingra water inlet-chamber, anoutlet chamber forconnection to. said discharge nozzle, a flexible diaphragm separatingsaid'inlet and outlet chambers, a water returnchamber for'discharging unmetered Water' fromsaid regulator, a pressure'controlling valvebetween said inlet chamber and said returnchamber; affuel chamber Yfor connection to the fuel. pressure system of said engine, a flexible diaphragm separating said 'return chamber/andsaidfuel chamber and actuating said pressure control valve for controlling the flowv of unmetered Water tosaid return chamber, a check valve carried bysaidfirst-mentioned nexible diaphragm between saidinlet and outlet chambers and controlling tl'ievilow'ofv Water'from said inlet chamber to` said voutlet chamber, meansincluding a valve in said `regulator for controlling the flow of oil therethroughpand means controlled bythe. pressure differential in said inlet and outletI chambers for actuating said oil' control valve.

11.. Ai variable; liquid flow control regulator for injecting liquid into. the discharge nozzle of anA internal combustion. engine, comprising.; a liquid inlet chamber, means-in said chamber for bypassing unmetered liquid to a return passage, a liquid outletchamberfo'r connection to said dischargeznozzle, av metering chamber and metering means: therein for. connecting said metering chamber to said outlet chamber, a-,pressure chamla ber connected to said return passage, a check valve between Vsaid pressure chamber andv said metering chamber operable by the pressure diierential therein, a regulating, Valve Abetween said pressure. clfiamber'and,I said inlet chamber, and meansfor actuating said regulating valve tolconneet saidinlet chamber to saidl pressure chamber and thence through said check valve and said metering chamber to said. liquid outlet chamber.

12. A Variableliquidiiow control regulator for injecting liquid into thehdischarge nozzle of an internal combustion. engine, comprising a liquid inletv chamber, a pressure controlling valve in said chamber for bypassing-urnmetered liquid toareturn passage, a liquidA outlet chamber for connection to said'. discharge nozzle, a metering chamber and a. metering valveA therein for cone. necting.: saidmetering chamber to said outlet chamber; aipressure chamber connected to said return passage, a check valve between said pressure chamber andsaid metering chamber, a ilexible diaphragm :supporting said check valve `and having oneside thereof open to said pressure chamber-andthe other side Athereof open to said outletA chamber so .asto be-operableby the pressure diierential therebetween, aregulating `valve between said pressure chamber and saidl inlet chamberiand means for actuating said regulating valvectomconnect said inlet chamber to said pressure chamber and thence through said check valve :and said metering chamber to said liquid outlet chamber;

13.-,Acvaria'ble liquid new control-'regulator for injecting liquid into?the-dischargenozzle of 'an internal combustionAV engine,A comprising ja liquid inlet chamber,v apressure controlling valve in said chamber for byepassing unmetered liquid to a return'passage, a liquidxoutlet chamber for connection to said; discharge nozzle, a metering chamber and.. a: metering valve therein for connecting said meteringk chamber to said outlet chamber, apressure chamber connected to said return passagega; check valverbetween said "gessure; chamberza-nd. said, meteringv chamber, a nea` iblediaphragm' supporting." said checkxyalvefand having-one' sidefthereoi open tovsaich pressure chamber and the other side thereof open to said outlet chamber so as to be operable by the pressure differential therebetween, a regulating valve between said pressure chamber and said inlet chamber, a plurality of flexible diaphragme supporting said regulating Valve and forming a plurality of chambers connected to said outlet chamber to maintain them at the same pressure as said outlet chamber, and means for controlling the pressure acting on certain of said diaphragm chambers to actuate said regulating Valve andv thereby connect said inlet chamber to said pressure chamber and thence through said check valve and said metering chamber to said liquid outlet chamber.

14. A variable water flow control regulator for injecting water into the discharge nozzle of an internal combustion engine, comprising a water inlet chamber, a pressure controlling valve in said chamber for by-passing unmetered water to a return passage, a Water outlet chamber for connection to said discharge nozzle, a metering chamber and a combination fixed and variable orinced metering valve therein for connecting said metering chamber to said outlet chamber, a pressure chamber connected to said return passage, a check valve between said pressure chamber and said metering chamber, a flexible diaphragm supporting said check valve and having one side thereof open to said pressure chamlet chamber, a plurality of flexible diaphragms supporting said regulating valve and forming a plurality of chambers connected to said outlet chamber to maintain them at the same pressure as said outlet chamber, and means for controlling the pressure acting on certain of said diaphragm chambers to actuate said regulating Valve and thereby connect said inlet chamber to said pressure chamber and thence through said check valve and said metering chamber to said water outlet chamber.

l5. A variable water iiow control regulator for iniecting water into the discharge nozzle of an internal combustion engine, comprising a water inlet chamber, a -pressure controlling valve in said chamber for by-passing unmetered water to a return passage, a water outlet chamber for connection to said discharge nozzle, a metering chamber and combination fixed and variable orificed metering valve therein for connecting said metering chamber to said outlet chamber, a pressure chamber connected to said return passage, a check valve between said pressure chamber and said metering chamber, a flexible diaphragm supporting said check valve and having one side thereof open to said pressure chamber and the other side thereof open to said outlet chamber so as to be operable by the pressure differential therebetween, a regulating valve between said pressure chamber and said water inlet chamber, a plurality of flexible diaphragms supporting said regulating valve and forming a plurality cf chambers connected to said outlet chamber to maintain them at the same pressure as said outlet chamber, and means including a solenoid valve for controlling the flow of engine fuel under pressure to certain of said diaphragm chambers to actuate said regulating Valve and thereby connect said inlet chamber to said pressure chamber and thence through said check 14 valve and said metering chamber to said water outlet chamber.

16. A variable water now control regulator for injecting water into the discharge nozzle of an internal combustion engine, comprising a water inlet chamber, a pressure controlling valve in said chamber for 'oy-passing unmetered water to a return passage, a water outlet chamber for connection to said discharge nozzle, a metering chamber and a combination fixed and variable orinced metering Valve therein for connecting said metering chamber to said outlet chamber, a pressure chamber connected to said return passage, a check valve between said pressure chamber and said metering chamber, a flexible diaphragm supporting said check valve and having one side thereof open to said pressure chamber and the other side thereof open to said outlet chamber so as to be operable by the pressure dierential therebetween, a regulating Valve between said pressure chamber and said water inlet chamber, a plurality of flexible diaphragms supporting said regulating Valve and forming a plurality of chambers connected to said outlet chamber to maintain them at the same pressure as said outlet chamber, means including a solenoid valve for controlling the ilow of engine fuel under pres sure to certain of said diaphragm chambers to actuate said regulating Valve and thereby connect said inlet chamber to said pressure chamber and thence through said check valve and said metering chamber to said water outlet chamber, an electrical switch in said regulator, and means including a flexible diaphragm subject to variations in pressure in said metering chamber for operating said electrical switch.

i7. An anti-detonant supply regulator for internal combustion engines, including a combination, a pressure metering orifice to meter the flow of anti-detonant to the engine, a fuel derichment control means, and means responsive to the pressure differential across the aforesaid orifice for instantaneously operating said fuel derichment means upon the attainment of a predetermined differential pressure.

18. An anti-detonant supply regulator for an internal combustion engine, comprising in combination, control means for causing derichment of a fuel mixture, means for controlling the supply of anti-detonant to the engine, said last mentioned means including a metering orifice, and means for controlling said derichment control means in accordance with the pressure differential across said metering orifice.

19. An :anti-deterrent regulator for internal combustion engines, including in combination, means for admitting anti-detonant supply to the engine in accordance with an air flow condition thereto, and further automatic means for progressively varying the sup-ply of anti-detonant relatively to the air supply as said air flow increases, said rst named means including a pressure control valve and a diaphragm-actuated valve, said pressure control valve maintaining the anti-detonant pressure acting on said diaphragm-actuated valve at a value dependent on an air fiow condition.

20. A variable liquid iiow control regulator for inieoting liquid into the discharge nozzle of an internal combustion engine, comprising a liquid inlet chamber, means in said chamber for bleeding air, liquid vapor, or liquid to a return passage, a pressure chamber connected to :a return passage, a pressure controlling valve between said inlet chamber and said pressure chamber for :acs 11,1048

maintaininga desired pressure-.inthe pressure chamber, a liquid outlet chamber forconnection tot-a discharge nozzle,- a metering chamberand meteringV means for connecting ysaidl metering chamber to said outlet chamber, a check valve separating said pressure chamber and said `metering chamber, a flexible-diaphragm supporting saidcheck Valve and-having one sidethereof open to saidA pressure chamber and the other. side thereof open to said outlet chamber so as ytobe operable by a pressure differential therebetween, means operable to predetermine the pressure differential atvfhich said check Valve will open, and means including a flexible diaphragm subject to arpre-ssure differential for controlling a derichment valve.

2l. A variable liquid flow control regulator for injecting liquid into the discharge nozzle of an internal combustion' engine, comprising a liquid inletv chamber, rneans in said chamber for b1eed= ing air, liquid vapor, or liquid to a return passage, af pressure chamber connected to a return passage, a pressure controlling valve between said inlet chamber and said pressure chamber for maintaining a desired pressure inthe pressure chamber, a liquid outlet chamber for connection toa discharge nozzle, a metering chamber and metering means for connecting said metering chamber to said outlet chamber, a check Valve separating saidpressure chamber and said metering chamber, a flexible diaphragm supporting said check valve and having one side'thereof open tov said pressure chamberl and the other side thereof open to said outlet chamber so as to be operablebya pressure diierential therebetween, means operable tcl predetermine thepressure differential at which said check valve will open, and means including a flexible diaphragm subject to a pressure differential for controlling a manifold pressureregulator.

22. A -variablefliouid flow regulator comp lising a liquid inlet chamber, a pressure chamber, a pressure controlling valve between said inlet chamber and said pressure chamber for main- .taining a. desired. lpresiurre inf the pressure cham* ber, a liquid-outlet chamber, a metering chamber. and` metering rneansforr connecting saidmetering chamber to said outlet chamber, acheck Valve separating said pressure chamber and said metering chamber, and a'flexible diaphragm sup-.- porting saidv checky valvev and having one side thereof open to said pressure chamber and the other side thereof open .to said outlet chamberso as tobe operable by a pressuredifferential therebetween.

23. A variable liquid now-regulator compris-ing; aliquidinlet chamber, a pressure chamber,` means for maintaining a desired pressurein the pressure chamber, a liquid outlet chamber, a metering chamber and metering means for connecting said` metering chamber to said outlet chainbe-r, a check:l valve separating said pressure chamber and saidf metering chamber, andy means supporting said check valve operable by a predetermined pressure differential.

2e, A liquid injection system for suppl-yingy metered liquid to-the` discharge nozzle of an in-VA ternal combustion engine,l comprising aliquid supplytank, a pressure pump connected thereto, a liquid. flow controlv regulator connected. to said pump having a metering valve controlling theflow of liquid to said discharge nozzle, adiaphragm-actua'ted valve in saidregulator control.- ling .the ow of liquid to. said. metering valve, a derichrnent Valve A associated With said engine,- nieansresponsive to the pressure differential. actuating said diap-hragnifactuated Valve for. op.- erating saidy derichmen-t valve.

References Cited in the ille of this patent UNITED STATES PATENTS Number Name Date 2,431,590/ Smith Nov, 25, 1947 2,447,793' Bolt et Ial Aug. 24, 1948 2,491,484 Dolza etal. Dec. 20, 1949 2,5693'648 Mock- May 30, 1950 

